Internal-combustion engine



' July 11, 1944. 1 H, F DAVISQN 2,353,446

INTERNAL COMBUSTION ENGINE Filed June 17, 1942 e sheets-sheet 1 July 11,1944. H DAV|DSQN v 2,353,446

INTERNAL COMBUSTION ENGINE Filed June.17, 1942 e sheets-sheet 2 f`/ 16.9163 J6 Z132 l@ 165' 130 J/CZl July 11, 1944. H. F. DAVIDSON INTERNALCOMBUSTION ENGINE Filed June 17, 1942 6 Sheets-Sheet 5 July 11, 1944. H.F. DAVIDSON INTERNAL COMBUSTIONVENGINE Y Filed June 17, 1942 6Smeets-sheenV 4 6 Sheets-Sheefl 5 .July 11, 1944. H. F. DAvlDsoNINTERNAL COMBUSTION ENGINE Filed June 1v, 1942 July 11, 1944. H. F.DAVIDSON pINTERNAL COMBUS'IION` ENGINE Y e sheets-sheet e Filed June1'7, 1942 @m d@ y l m N @a @ff l j f ,//f/ m .f M i w y m 7//////// W N1 lu Y Hy@ l 0 W 4 Patented July 11, 1944 UNITED NSTATES PATENT OFFICEINTERNAL-COMBUSTION ENGINE Herman F. Davidson, `Sioux City, IowaApplication `lune 17, 1942, Serial No.` 447,332 4 Claims. (Cl. 123-14)The present invention relates to internal com- .bustion engines. and isparticularly concerned with internal combustion engines of the rotarytype.

One of the objects of the invention is the provision of an improvedrotary combustion engine which will be simple to manufacture, efcient inoperation, and which is adapted to produce tremendously more power perpound of weight than any ofthe motors of the prior art. Y

Another object of th invention is the provision of a rotary internalcombustion engine which is particularly adapted to be used in airplanes,

`such as war planes, in which the savings in weight can be utilized.either for carrying greater fuel load, greater bomb load, heavierarmament, or a combination of these diilerent loads.

Although by reason of its lighter weight per horse power the presentmotor is peculiarly adapted tohave particular advantages when used inairplanes, I do notwish to limit myself to any particular use, as themotor is of general application and may be used for myriad otherpurposes, such as automobiles, motor driven generator power plants,locomotives, or for any other kind of work requiring a rotary source ofpower. I desire it also to be understood that while the embodimentselected to illustrate the invention comprises a motor adapted to usecarbureted gasoline for its fuel, ignited by spark plugs, certain of the`structures of the engine are adapted to be used in other types ofcombustion engines, such as Diesel engines, inrwhich the relativelylighter structure will be of particular advantage, since Diesel enginesare known to be heavier per horse power than the other types of internalcombustion engines.

' Another object ofthe invention is the provision of a rotary combustionengine of the class described which may be constructed in a plurality ofsimple units adapted to be mounted end to end in a frame in such mannerthat i! one sion of an improved rotary internal combustion engine withimproved cooling arrangements whereby the stator may be cooled by meansof water or other liquids and the rotor may be cooled by means of oilwhich may also be used for lubrication oi' various parts.

Another object of the invention is the provision oi an improved rotarycombustion engine having a novel type of cycle by means of which agreater efficiency is secured with the use of the same elements forsimultaneous compression and intake and use of another of the sameelements for simultaneous expansion and exhaust.

Another object of the invention is the provision of an improved rotaryinternal combustion i structed as to permit convenient adjustment and vin which the motor is so constructed as to permit simultaneous firing atany desired number of points equally spaced about the periphery oi' themotor, resulting in even torque on the shaft.

Another object of the invention is the provision ci a motor assemblycomprising various motor units which may be arranged with their ilringpoints equally spaced about the periphery of a full circle so that theunits may be red in the `same firing order as the individual cylindersof an automobile engine of the piston type, thereby securing a more eventorque.

Referring to the drawings, of which there are six sheets,

Fig. 1 is an elevational view of a rotary internal combustion motorassembly, including a I plurality of units embodying the` presentinvention:

of the units becomes displaced it'may be taken out of the frame and`quickly replaced by another motor unit.

Another object of the invention is the provision p pression has reachedits maximum point, such as takes place in the devices of the prior art.

Another object of the invention is the provi-v Pig. 2 is a sectionalview, taken on a plane at right angles vto the axis of the shaft of o neof the units. showing .the details of construction of the rotor andstator:

Fig. 31s a view in perspective ot one of the vanes carried by the rotor.which serves as the driving element for the rotor;

Fig. 4 is a transverse sectional view, taken on the plane of the line 4-4 of Fig. 3, looking in the direction of the arrows;`

Fig. 5 is a sectional view. taken on the plane of the line I-l oi' Fig.2, looking in the direction oi' the arrows, showing the details ofstructure of the motor unit, on a plane' passing through the axis of theshaft;

Fig. 6 is a fragmentary sectional view through a part of the stator,showing the details of construction of the water `lacket at one of thepoints in the rotor, the section being taken on the plane of the line6-6 of Fig. 2;

Fig. 7 is another sectional view, taken on the plane of the line 1'-'|of Fig. 5, looking in the dlrection of the arrows, showing the various:conduits for conducting cooling water to the stator, oil to the rotor,and the intake and exhaust conduits for the various stages of the unit;

Fig. 8 is a diagrammatic elevational view of one .of the valve actuatingcams, which may be called the transfer-expansion cam, shown inconnection with a diagrammatic view of the rotor and its vanes;

Fig. 9 is a fragmentary sectional view, taken on the plane of the line9--9 of Fig. 8, showing the details of construction and mode ofsecurement of the adjustable parts of the cam of Fig. 8 and of the othercams used;

Fig. 10 is a diagrammatic elevational view of the exhaust-intake cam,shown in connection with the diagrammatic representation of the rotorand its vanes, to illustrate the position of the cam parts relative tothe rotor;

Fig. 11 is a diagrammatic elevational view of the compression-transfercam, shown in connection with the diagrammatic representation of therotor and itsvvanes, to illustrate the relative positions between thecam and the rotor parts;

Fig. 12 is an enlarged fragmentary sectional view on a plane extendingradially with respect to the drive shaft of the motor, taken at a pointin front of one of the valves, carried by the stator, to show thestructure of the valve;

Fig, 13 is a fragmentary sectional view, taken at the transfer andignition chamber of one of the stages, showing the details ofconstruction of the valves used for defining this chamber and thecompression element, also preferably employed for raising thecompression uniformly from minimum to maximum at the point of ignitionor thereabouts;

Fig. 14 is a diagrammatic sectional view of a portion of the mainelements of the internal combustion engine unit, showing the position ofa vane at the beginning of the intake, the other vane being at theignition point or thereabouts;

Fig. 15 is another similar diagrammatic view, showing the position ofthe same vane and the valves as the vane finishes intake and begins tocomplete compression against the second of two valves, the other vanebeing at a point Where it is practically completing exhaust in front ofit and expansion behind it;

Fig. 16 is a similar diagrammatic view, in which one of the vanes hasreached the position where the first of the two valves at the transferchamber has been lifted, but the second has 'been closed, andcompression and transfer are taking place against the second of twovalves;

Fig. 17 is a similar diagrammatic view, in which the transfer has beencompleted, and ignition has taken place, or is about to take-place, of acharge between the first valve of the transfer chamber and the vane.

Referring to Fig. l, wherein the internal combustion engine units areindicated by the numerals 20, 2 i, 22, and 23, they are held together inan assembly by a framework 24. Each of the units preferably has itsshaft provided at one end (25,

Fig. with a non-circular socket 26, and at the other end with acomplementary centrally located reduced portion 21 adapted to fit in thesocket of another unit.

The framework 24 may consist of a plurality of annular members 2li-3|,inclusive, secured together with their parts parallel to each other bymeans of a plurality of longitudinally and spirally extending framemembers 32-34, of which there may be others (not shown) appearing on theback side. i

The spiral frame members 32-34 are like screw threads having a slidingfit in complementary spirally extending grooves in the motor units 20-23for the screw threads so that when a motor is placed in the framework 24by sliding and rotating it into place, it automatically assumes arotative position with respect to the next and other motors so that thehousings of the motor units are regularly spaced in an angular relationwith respect to each other.

Thus a plurality of the units may be carried by a framework 24 in suchmanner that their rotative impulses are located at regularly spacedpoints about the circumference of the assembly so as to secure a uniformtorque. The units may be secured in place in the cage 24 by appropriateset screws and other fastening devices; and whenever one unit isdisabled it may be quickly removed and another substituted.

The rotary internal combustion engine units may be identical inconstruction. Reference is now made to Figs. 2 and 5 regarding thedetails of construction of each motor unit.

The motor unit 2B, for example, comprises a rotor, indicated by thenumeral 40, and a stator, indicated by the numeral 4 I.

The stator preferably comprises a pair of castings, one of which is themain housing'42, and the other of which is an end or cover plate 43.

The stator housing 42 is a generally cylindrical member, of which theend surface 44 may be a plane surface, and the periphery 45 may becylindrical.

The present motor unit may be constructed with any desired number ofstages, depending on the number of vanes employed on the rotorgand thecorresponding number of intake and expansion spaces. producing an intakeof an explosive mixture behind it at one of the motor chambers and forsimultaneously effecting a compression of the explosive mixture in frontof the vane, the front being designated as the direction toward whichthe vane is turning.

At a later point in the cycle the same vane is adapted to effect atransfer of the explosive mixture from the front of the vane to aposition behind the vane, while still effecting a further compression ofthe mixture. Thereafter ignition and expansion takes place behind thevane, while exhaust takes place in front of the vane.

Thus the absolute minimum number of vanes on a rotor would be one vane,but the rotor is preferably provided with a plurality, and even amultiplicity of vanes, so that there will be a plurality of stages ineach motor unit.

The number of stages in the unit is preferably in any case equal toone-half the number of vanes, and the motor unit which has been selectedto illustrate the invention includes four such stages.

For this reason the external housing 42 is provided at regularly spacedpoints about its periphery with the substantially cylindrical recesses46 .fOl receiving valves and spark plugs (Fig. 2).

Each vane on the rotor is used for The stator housing 42 preferably hasan outer cylindrical wall 41 and an inner cylindrical wall 48, which,with the walls 48, 50 of the valve housings, form water chambers` in thestator housing between the valve recesses.

The valve recesses 46 may be increased in size by providing the statorhousing 42 with outwardly extending cylindrical flanges 52 closed bybolted cover plates 53.

Referring to Fig. 2, certain zones or chambers of the motor are definedby the spaces between the vanes and the valves at certain times in theOperation. For example, in the position in which the parts are in Fig.2,'the space 54 is an exhaust chamber, while the space 55 is at themoment a compression chamber- The space 56 is a `mixture transferchamber.

The valve recesses, which are located adjacent the mixture transferchamber 56, are preferably large enough to house the spark plugs and twoor more valves, while the valve recess 51, which carries a valve locatedbetween exhaust and intake ports 58, 56, is only large enough to housethe valve located between these ports.

'I'his recess 51 also has a cylindrically extending flange 60 with abolted cover plate 5|.

In addition to having the water space 5|, already described, the statorhousing 42 has conduits extending radially from the water space 5|, theconduits being indicated by the numeral 62 (Figs. 5 and '7) andcommunicating with another annular water conduit 63 near the center ofthe `,stator housing 42.

The stator housing parts just described have secured to them` an axiallyprojecting cylindrical portion 63a, which forms the cylindrical wall ofthe stator chamber 64, and which carries the spark plugs and valvespreviously mentioned.

This cylindrical wall 63a terminates in a plane surface 65 forengagement with the end plate 43, which is secured to the cylindricalwall 63a by screw bolts 66. A gasket 61 is preferably interposed betweenthe cover plate 43 and stator housing 42.

The `end plate 43v is provided with the same water chambers 5|, 62, 63as the stator housing 42. Both of theseseries of water conduitscommunicate with each other through theannular chambers '5| which extendacross the stator housing at the cylindrical portion thereof between thevalve and spark plug chambers 46 and 51.

The water chambers 5| are seen in Fig. 2 as being located between thetwo curved walls '41 and 48, and there are apertures in the gasket 51and registering apertures in the adjacent plane surfaces 65 on thestator housing 42 and end plate 43 so that the water may run from therecesses vin the cover plate over into the recesses or Water chambers ofthe housing 42.

Referring to Fig. '1, this is a sectional view, taken on the plane ofthe line 1-1, showing how the end plate 43, Fig. 5, as well as the endportion of the housing 42, is provided with radially extending metalbodies 68-15, extending from the outer wall 41 to the periphera1 wall(Fig. 5) 16 of the annular water chamber 63.

'I'hese radial metal bodies serve to secure the inner and outer walls11. and 18, Fig. 5,-;.,llof `the housing 42 together, and the same istrue of the end plate 43. These radial metal bodies 68, 65 also serve toprovide space for certain conduits for supplying water and oil and forexhaust and intake. For example, the body 14 of the housing may be coredout to provide the water conduit 19 by means of which cooling water isconducted from an appropriate radiator through the `conduits 18 totheannular water chamber 63.

From thence it passes radially outward through the conduits 62 to thewater chambers 5|, tl'ien` `from the annular chamber 63 back to aradiator. `Of course, either the conduit 18 or 80 may serve as outlet orinlet, and the motor units are preferably provided with a suitable Waterpump and a radiator for cooling the water or other cooling medium.

The radially extending metal body 12 of the end `plate 43 (Fig. 7) maybe provided with a cored conduit 8|, serving as an inlet for oil, whichis used for cooling the rotor.

Another such conduit 82 is provided in the stator housing 42 (Fig. 5)for an outlet for the oil, which not only serves to cool the rotor butto lubricate its valves and moving parts of its vanes. Each of theconduits 8|, 82 has a laterally turned inner portion 83 or 84communicating with the annular oil space 85 or 86, respectively,surrounding -parts of the rotor.

The remaining radially extending body portions of the end plate 43 maybecored out to provide intake and exhaust conduits leading to intake` andexhaust apertures. The intake and exhaust apertures at one stage havealready been designated by the numerals 59 and 58, respectively (Fig. 2)

'I'he other intake apertures will now be designated in Fig. '1 by thenumerals 86-88, and the other exhaust apertures or ports `will be designated by the numerals 89-9| (Fig. '1). 'I'hese ports may besubstantially rectangular in shape, their length depending upon theradial width of the chambers 54, 55,56, between the rotor and stator.Their Width is preferably less than the width of the upper sealingsurface 82 on any of the vanes (Fig. 3).

Each of the exhaust conduits 58, 89-9l communicates with a cored conduit82-95, extending radially out of the end plate. The intake conduits 53,88-88 communicate with a radially extending intake conduit 96-39. Theintake and exhaust conduits preferably communicate with a suitableannular manifold. Both the housing 42 and end plate 43 are provided withthe centrally` located through bore |00, |0I,\these bores communicatingwith Vcounterbores |02 and |03, respectively. Bones and counterbores|00-I03 are axially aligned with each other, and .bores |00 and |0|communicate with larger threaded counterbores |04, |05, respectively, ateachv of their outer ends. The bore |02 may support the outer race of a,ball bearing assembly against a shoulder |06, and thesame is true of thebore |03. i

The shaft 25 has a reduced cylindrical portion |01 receiving the innerrace of a ball bearing assembly |08 so that the shaft 25 is thusrotatably mounted in the housing and end plate 42, 43. The races of theball bearing assembly |08 may have a sliding movement upon either theshaft portion |01 or in the bore |02 for axial adjustment of the shaft.

At each end the shaft 25 carries a further reduced'cylindrical portion|09, which carries the inner race of a thrust ball bearing assembly|I|0. The outer race of this thrust ball bearing assembly is arranged toresist outward thrust of the shaft 25, and is carried in the bore or|0|l.

A threaded member threaded in the bore |04 or |05, engages the thrustball bearing :assembly 0 at each end, and is provided with suitablespecial wrench sockets so that it may be actuated to move the shaft 25,and with it the rotor 40, axially for adjustment of its clearances. l

A suitable packing ||2 is includedin each of the threaded members forengagement with the shaft to prevent the egress of oil from the borescontaining the ball bearings. These bores are in communication with theoil spaces 85, 86 in the rotor or between the rotor and stator.

The central enlarged cylindical portion H3 of shaft 25 is provided witha slot or kerf 4 for receiving the key 5 by means of which it isnonrotatably secured to the rotor 40. The rotor 40 has a cylindricalbore ||6 with a key-way ||1 for receiving a part of the key H5.

The interior of the stator, which comprises the housing parts 42, 43, isprovided with the accurately machined plane surface on one side (Fig. 5)and a similar surface |2| on the opposite side for engaging the ends ofvthe vanes of the rotor.

The peripheral surface 64, previously described, is machined to anaccurately cylindrical surface, but is provided with a plurality ofperipherally extending grooves |22 in the transfer chamber space 56 ofeach stage; This transfer chamber space may be defined as being thespace between the two valves which are located in the valve recesses 46.

As one ofthe vanes progresses through this transfer chamber 56, thecompressed mixture or charge, which is in front of the vane, passesupward into the grooves |22 and backward behind the vane into the spacebetween the vane and the valve which is behind it. As the ignitionchamber is relatively long, a pair of spark plugs |23, |24 are arrangedin suitable threaded bores, communicating with the cup shaped space |l25below each spark plug, which also communicates with a multiplicity ofthe grooves |22.

The spark plugs are, of course, provided with suitable spark by means ofa suitable distributor and ignition system,.and the spark may beadjusted as in other combustion engines, to take place suitably inadvance of maximum compression to secure greater eliciency and speed.

Referring to Fig. 12, the plane surfaces |20, 2| are preferably providedwith radially extending grooves |23, |24 for receiving the edges of thevalve members which are slidably mounted in the stator. l v Referring toFig. 2, the valves will now be designated by the numerals ||4|. Valveswhich are located between the intake and outlet ports, such as valves|30, |33, |36, and |30, may be called exhaust-intake valves. Exhaust isaccomplished by movement of a vane toward one of these valves, drivingthe exhaust gases out of an exhaust port; Aand intake is accomplished bymovement of a vane away from one of these valves, sucking in a ne!charge of, explosive mixture into the enlarging space between the vaneand one of these valves.

The valves I3|, |34, |31, and |40 may be designated ascompression-transfer valves because compression is initiallyaccomplished lby movement of a vane toward one of these valves, and

these valves are also used after the vane has.

passed, to prevent the compressed charge from moving backward beyond thevalve, as it is being transferred to a place behind the vane, while thevane is passing slots |22.

The valves |32, |35, |38, and |4| may be designated transfer-expansionvalves for the reason that it is these valves which are used to effect atransfer of the explosive mixture from the space in front of a vane tothe space in back of the vane, this transfer having been practicallyaccomplished in Fig. 2.

These valves |32 adjoin the expansion space behind a vane, and this hasbeen used as part of the name of the valve.

All of the valves |30|4| may be similar in structure, except that theirsealing surfaces are sometimes of different shape; and in the preferredform of the invention, shown in Fig.A 13, an additional plunger 55,similar in shape to a valve, is employed inside the transfer space 56for assuring the continuous increase of compression from minimum toVmaximum, without any relapse or decrease of pressure.

In such case the valves I3|, |34, |31 and |40 would be of offsetconstruction, as shown in Fig.

13. The compression plunger is merely omitted from Fig. 2 for thepurpose of clarity.

Referring again to Fig. 12, each valve may consist of ra plate of metal,having front and back plane surfaces and plane edges. The valves, suchas, for example, the valve I3|, are substantially rectangular in theirmain body portions, but are provided with a pair of depending legs |42,43, at each side, the legs being rectangular in shape and slidablyfitting in the grooves |23, 24.

The stator wall 11 on each side may be provided with a rectangularrecess |45, |46 for receiving the lower end of each leg |42, |43, andthere may be bleed apertures |41, |48 providing communication betweenthe recesses |45, |46 and the oil spaces 85, 06 of the rotor. l

Each valve is preferably provided with an outwardly extendingrectangular shank |49, engaged by push rod |50, which may be providedwith a. pin |50 and a washer III, against which a helical coil spring|52 reacts. The coil spring in each case has its other end in engagementwith a cover plate 53 or 6| so that the valve is urged inward by thespring |52.

The stator body is provided with a radially extending slot deflned bythe walls |53, |54 (Fig. 13)

for each valve, and where the auxiliary compression plunger |55 is usedthe valve aperture in the stator is large enough to receive both theplunger and the adjacent valve I3|, |34, |31, or |40.

In addition to being driven inward by the spring |52, each valve ispreferably provided with a substantially cylindrical reduced shank |56slidably mounted in a bore |51 in a push rod |58 located within thespring |52. A pin |59, extending through the small shank |56, into anaperture |60 ofthe push rod |58, prevents these parts from coming apart;and a coil spring |6| is located in a bore |62 in the push rod |58 andengages the end of the reduced shank |56. The coil spring |62 isfoflighter construction than the main spring |52, as the main spring |52 isintended to return the valve into engagement with the cylindrical partof the rotor; but the smaller spring |62 is in the nature of an expanderspring to produce a more effectual seal at all times.

The smaller spring |62 tends to urge the valve into contact with therotor and its vanes at all cam by means of screw bolts |86.

plunger |58 inward toward the center of the rotor. but its inward motionis limited by engagementwith the cams `and With the plungers |13,

which actuate the cross arms outward. Thus the auxiliary light springenables the valve to follow closely.

Each of the push rods |58 of each valve is' preferably provided on itsouter end (Fig. 2) with a threaded portion for supporting a cross head|63, which is secured on the threaded `portion by meansof two nuts |64,|65. The cross head has apertures |66 for slidably receiving fixed pins|81, carried by the stator so as to prevent the cross head from turning.At eachend the cross head |63 is provided with a roller |68, |69. Eachroller is mounted upon a trunnion and secured by means of a screw bolt|1|.

The rollers engage the heads |12 of a spring pressed plunger |13slidably mounted in an aperture |14 in a bracket |15. The plunger |14carries a compression spring |16 which engages in a spring seat |11 inthe bracket |15 and engages a fork |18 on the lower end of the plunger.

The fork |18 has a transverse pin carrying a roller |19, the roller |19riding on one of six cams carried by the drive shaft 25. The bracket maycomprise a 'cast metal member secured to the stator housing 42 by thesame `bolts |80 which secure the cover to the valve recess.

Each bracket |15 may have another foot flange at each side secured byanother bolt |8| to the housing or end plate 43, 42. The cover plate 53and bracket |15 have registering apertures for passing the push rod ofeach valve.

With regard `to `the compression plunger |55, this may be of similarconstruction and provided `with a similar push rod secured to a secondcross head |82, Fig. 5 which is provided at each end with the trunnionmounted rollers |83. The rollers |83 project into cam slots |84 in theoffset cam plate |85, which is secured to the outermost The cross head|82 is thus caused to follow the shape of the cam groove |84, and it ispositively actuated in both directions in order to assure its operationunder conditions of high compression.

The roto'r 40 is similar in shape to a wheel, having a centrallylocatedhub |90 provided with the bore ||6 for receiving the drive shaft 25. Thehub |80 supports a circular web |9 l, which carries a pair'ofsubstantially cylindrical flanges |92, |93

extending in opposite directions. The peripheral surface |94 of theserotor flanges is accurately machined or ground to a truly cylindricalsurface, but is provided with a plurality of grooves |95 of rectangularplan and cross section, the grooves being spaced by a radiallyprojecting rib |86 of rectangular shape in plan and cross section i(Fig. 4). 'I'he rib |96 is adapted to slidably receive one of the vanes,previously mentioned.

Between each rib |96 and each vane 2|4 there is a wavy spring |86a whichis adapted to urge the vane into engagement with the wall of the stator.

This wavy spring comprises a thin strip of spring steel bent to sinuoussha'pe so that by its expansion transversely to the length ofthe springit tends to urge the vane and rotor apart.

The varies will be indicated by the numerals 200-201 (Fig. 2), and theyare all identical in construction. One of them is illustrated in detailin Figs. 3 and 4. Each `vane may consist of a the contour of the rotorand its vanes more pair of metal bodies, which are slidably mountedbetween its plane end surfaces 206, 209; and the `plane wall surfaces|20, |2| inside the main housing. l

The vanes are preferably provided with the substantially flat ridgesurface 92, but this surface is preferably curved slightly `tocorrespond to the cylindrical curvature of the inside of the statorhousing. Extending downward on each side from the ridge surface 92, eachvane is provided with a plane diagonally extending surface 2|0, 21|, andwith a pair of vertical wall surfaces 2|2, 2|3.

The vertical surfaces permit the guiding of the vane radially outward inthe grooves |95. 'I'he diagonal surfaces 2|0, 2|| permit the valves toeect a seal between valves and vanes, as the vanespass and the valvesare being retracted or inserted. y

The lefthand portion 2|4 of each vane may be solid, and may have alongitudinally projecting pair of V shaped flanges 2|5, 2|6 engaging inthe complementary recesses in the right-hand portion 2|1 of the vane.The left-hand portion 2|4 is provided on its V shaped portions 2 5, 2 I8with an outwardly extending rib 2|8, which extends across the crack 2|9between the two sections 2|4", 2|1,

and constantly effects a seal with the cylindrical inner surface of thestator.

The righthand section 2| has a slot 2|9 for receiving the flange or rib2|8. In the same way the lefthand section 2|| may be provided with aplurality of additional vertically extending ribs 220-223 located atregularly spaced intervals and engaging in complementary slots in therighthand section 2|1.

These ribs 220-223 on each side of the vane serve to effect a sealbetween the diagonal surface 2|4 and the contacting surface on a valve,when the valve is riding upor down on Vthe vane.

The cylindrical flanges |92, |93 are preferably provided with recesses224, 225 for receiving the `split rings 226, 221, which have overlappingends, and which spring out into sealing engagement with the cylindricalwall of recesses 224, 225. As a means to maintain the packing rings 226,221, in position, an annular spring member 228, 229 is placed in therecess 224 or 225, behind each ring 226, 221, to cause it to have asealing engagement at its plane outer surface with the plane surfaces230, 23| on the interior of the stator housing.

Thus an eiective seal is produced at the edges of each of the rotorflanges |92, |93. Each vane is preferably provided with a cylindricalrecess 232, 233 in each of its sections for receiving a compressionspring 234, which urges the sections apart.

4'I'he recesses 232, 233 communicate with each other and with radiallyinwardly extending conduits 235, 236, which also extend through theflanges |92, |93 into the spaces 85 and 86.

The oil, which comes in at a conduit 8| to the space 85,`is thusconducted over into the space 88 by passing through suitable conduitsand through the bores inside the varies so kthat it may be carried outof the conduit 82 on the other side of the rotor.

'I'he vanes 200-201 are equally spaced about the eifect a seal whenriding up predetermined sides of the vanes.

. effect a timing of the valves.

Thus the exhaustintake valves have a narrow fiat surface on their inneredge 231, as well as two beveled surfaces for engaging either side of avane and effecting a seal. The narrow flat surface at the edge 23,1 ofthese valves eectsra seal Y with the' cylindrical portion |94 of therotor,.the

` valve |3|, for example, having a relatively fiat u are taken up bymeans of the auxiliary sealing spring |62 (Fig. 12).

In addition to exerting a constant pressure urging the valvetoward itsseat,`the spring |62, being of light weight, it has a quicker action andpermits the valve to follow more closely the contour of the rotor andits vanes.

edge surface on Vits inner end and a bevel on one side for effecting asealing engagement with a 'vane as it passes down one side of the vane.

The valve |32, for example, has a beveled surface on its left side(Figs. 2, 14 to 17) and a relatively ilat surface at its lower edge, thereasons for which will appear hereinafter. The valves |3|, |32, forexample, are located as close together as possible in order toV attainas high compression as possible.

Referring to Fig. 5, the reduced cylindrical end portions 238, 239 (Fig.of the drive shaft 25 are adapted to support a plurality of cam disks240 to 242 and 244 to'246. These discs are secured to the shaft' againstrotation by means of a key and key-Way 241 at each end, and they aresecured against axial motion by means of a washer and 'nut 248, whichbinds the cam discs against an annular shoulder 249 on each end portion238, 23'9.

The cam disks 240 to 242 and 244 to 246 may be circular in shape, butare preferably provided with a slotted periphery; Thus the periphery hascylindrical surfaces 250,25| on` each side of a slot 252 of rectangularcross section, but the slot 252 preferably communicates with adove-tailed slot 253, extending about the full periphery of the camdisc, or a suitable portion thereof.

A shoe 254 of dove-tailed shape has a threaded bore for receiving thethreaded end of a screw bolt Fig. V1l illustrates what may be called thecompression-transfer cam 240. Here again the rotor y is represented bythe inner circle 260 and its vanes such as vane. 20|, as the valveYdescends the 255, which secures a cam shoe 256 to the cam disc.

Thek cam shoe 256 has a'rlongitudinally extending rib 251 fitting in theslot 252 so that a single bolt will secure'the cam shoe 256 againstrotation.

The cam shoe 256 bears the actual camming portion of the cam disc, andis thus adjustably mounted for movement relatively of the cam to Inorder to assume the parts, the cam disc may have'a laterally extendingaperture 258 communicating with the V dove-tailed slot 253 so thatthedove-tailed shoe 254 may be slid into the slot 253 laterally and thenmoved peripherally about the disc in the slot 253. Referring now to Fig.10, this is a disclosure of one of the cams, comprising theexhaust-intake cam, shown in connection with the diagrammatic disclosureof the rotor and its vanes.

The vexact location on the shaft 25 ofthe particular cams is not ofgreat importance except that the particular cam must be brought intoposition to engage the push rods |13 and the particular cross arms ofthe Valves in question. 'I'he exhaust valve |30, for example, is to beopened only when a vane passes this valve, and at all times 'iteiects aseal with the cylindrical surface of the rotor, the beveled surfacesofthe vanes, and the ridge surface of the vanes.

Thus the inner circle 260 (Fig. 10) represents the rotor with its vanes,one of which is indicatedV at 20|,V and the camming portions 26| of theexhaust-intake cam 243 are located radially on the same lines which passthrough the same points of the vanes, such as vane 20|.

In other Words, cam 243 lifts the ,exhaustintake :valve suiiiciently sothat it approximately follows the shape of the vane 20|, which may bepassing under it, but any slight irregularities in 'location and sealbetween the valve and the vane beveled surface of the vane. Therefore,valve |3| is beveled on the righthand side (Fig. 2).

This compression-transfer valve need not. however, `effect a sealingengagement with ,the vane as it is lifted to pass the vane because atthis 'time the valve |32, which is the transferexpansion valve, is downinto engagement with the cylindrical part of the rotor.

Therefore, the dotted line 262 (Fig. 11) indicates the amount of leadwhich the compressiontransfer valve has by virtue of` the shape of itscamming member 263 over the arrival of the corresponding vane, such asthe vane 20|, underneath that cam.

The dimensions of the camming member 263 of the compression-transfer cam240 are determined by using the proportions of the'outer lines 262 andthe left border of vane 20| (Fig. 1l). The camming member 263,accordingly, has a wider dwell at its ridge portion 264.

Referring now to Fig. 8, this shows the transfer-expansion cam 24|, andit is provided with camming members 256 for controlling thetransfer-expansion valve, such asv valve |32. This valve is designed tooperate with respect to the vanes on the rotor so that the valve ridesup the leading side of each vane and effects a seal as it does so. Y

Thus the valve |32 and other corresponding valves are beveled on theleft side of Fig. 2.V

As expansion takes place between the vane 20|, for example, and valve|3|, the valve 32 must be kept open, and'thus the camming member 256 onthe transfer-expansion cam 24| has a relatively long cylindrical portion265, providing a long dwell for this cam to hold the transferexpansionvalve open while expansion takes place.Y

The annular cam plate |85, one of which is carried by each of the camdiscs 240, 246, has its lbetween the valves I 32 and |3| neverincreases,

but is uniformly decreased by the insertion of the Valve plunger |55 atthis time so as to further increase the compression of the mixture up tothe time the vane rides under valve 32.

Ignition may, of course, take place at or before maximum compression forthe same reasons as pre-ignition is brought about in other internalcombustion engines.

, The operation of one of my units is as follows: Each of the fourstages of a unit of the type of Fig. 2 operates in substantially thesame way so that only one of the stages need be explained in detail.Assuming the vane 200 to be at the point illustrated in Fig. 2, andassuming the rotor to be turning in a clockwise direction, the movementLa- M. -..LA

charge which was previously drawn into thev space in front of the vane200by the passage of the vane 20| awa'y from the intake port 88.

Thus, at the point at which the vane 200 now is located in Fig. 2, th`evane 200 is beginning to compress a charge in front of it, and beginningto effect intake of another charge behind it.

As the vane 200 progresses toward the rig-ht, it will be noted thatvalve valve |3| is down, and compression is eifected between the vane200 and the valve |3|.

It should be noted that as the vane 200 starts its intake, the camswhich actuate the valve |32 must lift that valve to permit it topassover the vane 20| but as it does so, valve |32 maintains a seal with thevane 20| for a purpose further to be described.

As the vane 200 approaches the valve |3i, the valve |32 drops by virtueof its controlling cam behind the vane 2 0| and before vane 200 reachesvalve i 3|, the valve |3| is lifted and the valve |32 has dropped sothat compression can actually be effected againstfthe valve |32.

As soon as the vane 200 passes into thecompression chamber 56 beyond thevalve |3|, the valve 3| drops behind it; and as the vane passes throughthis compressiomtransfer chamber 56, the compressed gase are driven fromthe space in front of the vanethrough the grooves |22, to the spacebehind the vane.

As the vane progresses y,through the chamber 88, the valve |3| dropswhile maintaining a seal at all times, and valve |32 rises. f

I have discovered thatiyvithout the( auxiliary compression plunger |55(Fig. 13) the compression inthe chamber 56 will reach a maximum, andthen be slightly released. Therefore, I have provided an auxiliaryplunger |55 `attuated by suitable cams to take up the space in thechamber 5S as the vane progresses through fthe chamber so thatcompression reaches a maximum at or just after ignition. l

Ignition takes place by means of a suitable source of electrical energyand a distributor energizing the spark plugs. Thereafter the ignitedcharge expands behind the `vane as the vane passes clockwise away fromthe valve |3I. Expansion continues until theA vane passes exhaustopening 58. Thereafter the next vane effects a scavenging of theexpansion space by driving exhaust gases in front of it out of theexhaust port 58. l

It should be noted that about the time that vane 200 passes the valve|3| the valve |30 must be lifted, While still maintaining a seal, to`pass the next vane 201.

The operation of the device is illustrated in Figs. 14 to 17, and isfurther explained in connection with these figures, as follows:

In Fig. 14, the outer cylindricallmember, a fragment of which is shownat 48, is the stator; and the inner cylindrical member, a fragment ofwhich is shown at 40, is the rotor. The vanes 200 and 20| are shown onthe rotor to explain its operation, and the Valves |30, |3I, and |32 areshown on the stator for this purpose. The spark plug is shown at |23,and the inlet is shown at 88.

Will i |32 is retracted and of the vane against the In Fig. 14 the vane200 is shown at the be- 7 through the recesses in the stator at theouter end of the vane. t

Referring now to Fig. 15, vane 200 is now finishing the intake and isready to complete compression of the gas which was taken in behind thevane 20|. This compression is accomplished against the valve |32, whichis closed.

Referring to Fig. 16, compression has now been completed, and vane 200has reached a point where valve |32 must now begin to open. As the vane200 progresses further from the position of Fig. 16, the gas, whichiscompressed in iront of it, at the right, will be transferred over to theback oi' the vane 200, and compression will be maintained by means ofthevalve |3|, which slips down behindthe vane 200 as it progresses.

The transfer of the gas from the front to the back of the vane isfacilitated by the movement valve 32, Ywhich forces the gas up over theedge of the vane.

AReferring now to Fig. 17, the transfer of the gas from the front to theback of the vane 200 has now been 4completed and ignition has takenglace and the gas in the space behind the vane 00 going expansion.

Referring again to Fig. l5, it should be noted that as vane 200 isaccomplishing compression in front of it, intake is also beingaccomplished behind it, and the gas which is taken in behind the vane200 will be compressed by the next vane.

When any particular vane is being driven by expansion of ignited gasesbehind it, it is also effecting a discharge of the exhaust gases whichimpelled the preceding vane.

While the present motor is constructed with four sets of spark plugs andeight vanes, it should be understood that it can also be constructedwith one set of spark plugs and two vanes, two sets of spark plugs andfour varies, or three sets of-spark plugsand six vanes. or any desirednumber ci' stages. Since there are four explosion chambers and eightvanes and each vane must pass each explosion chamber, there will be fourtimes eight, or thirty-two, explosions for each rotation of the rotor.With eight series of chambers and sixteen vanes inthe larger motor,there would be one hundred twenty-eight explosions per revolution. Thusa moreuniform torque can be secured because a multiplicity of differentimpulses are provided at regularly spaced points at the periphery of therotor in the course of each revolution.

By virtue of the relatively large projected area of the vanes, which iseffective as a piston, a much greater rotative force can be secured,acting on the present rotor, than in any of the engines of whichapplicant is aware. By virtue of the greater number of explosionssecured in each i -utilizing a plurality of separate units of my motor,it will be easier to make replacements and repairs by simply removingone unit of the motor and in front of the valve |3I is now underratherthan' the whole motor. Then, if onefsection should break down, the othersections may carry on with only a slight loss of power.

Since the main parts of the rotor and stator have their machinedsurfaces concentric withthe centers, the parts can be turned upon alathe and cheaper production will result. 'Ihe cams can also be mademore economically by utilizing cylindrical discs and securing thecamming members thereto. The amount of compression secured canberregulated by the size of the vanes and the distances through whichthey travel, and by the volume of the ribbed indentations in thetransfer-explosion chamber. v

While I have illustrated a preferred embodiment of my invention, manymodifications-may be made Without departing from the spirit of theinvention, and I do not wish to be limited-to the precise details ofVconstruction set forth, but desire to avail myself of all changeswithinv the scope of the appended claims.

lHaving thus described my invention, what I yclaim as new and desire tosecure by Letters Patent of the United States, is:

1.' In an internal combustion engine, the cornbination of a statorhaving a cylindrical chamber, with a rotor rotatably mounted in saidchamber, and having a cylindrical wall spaced from the Wall of saidchamber, a plurality of'vanes carried by said rotor and engagingthe'walls of Y said stator and adapted to serve as pistons, said statorhaving inlet and exhaust conduits, a plurality of valves carried by saidstator, said valves being slidably mounted in the outer wall of saidstator and engaging the end walls of the stator and the cylindricalVsurface of the rotor, one of said valves serving asV an exhaust-intakevalve and being located between the exhaust and intake openings, theother of said valves being located close to each other to form acompressiontransfer chamber, said stator having conduits for passing acompressed charge from a point in front of the vane toa point behind thevane as the vane passes through said latter chamber, and ignition meansin said latter chamber, and an auxiliary compression plunger mounted insaid latter chamber and adapted to be projected into said latter chamberbehind a vane in the chamber to increase the compression uniformly to amaximum without relapse of compression.

2. In an internal combustion engine, the combination of a stator havinga cylindrical chamber, with a rotor rotatably mounted in said chamber,and having a cylindrical wall spaced from the Wall of said chamber, aplurality of vanes carried by said rotor and engaging the walls of saidstator and adapted to serve as pistons, said stator having inlet andexhaust conduits, a plurality of valves carried by said stator, saidvalves being slidably mounted in the outer wall of said stator andengaging the end walls of the stator and the cylindrical surface f therotor, one of saldi valves f serving as an exhaust-intake valve andbeing 1ocated between the exhaust and intake openings, the other of saidvalves being located close to each other to form a compression-transferchamber, said stator having conduits for passing a compressed chargefrom a point in front of the vane to a point behind the vane as the vanepasses through said latter chamber, and ignition means in said latterchamber, and an auxiliary compression plunger mounted in said latter ofsaid stator and adapted to serve as pistons, said stator having inletand exhaust conduits, a plurality of valves carried by said stator, saidlvalves being slidably mounted in the outer wall of said stator andengaging the end walls of the stator'and the cylindrical surface of therotor, one of said valves serving as an exhaust-intake valve and beinglocated between the exhaust and intake openings, the other of saidvalves being located close to each other to form a compression-transferchamber, said stator having conduits for passing a compressed chargefrom a point in front of the vane to a point behind the vane as the vanepasses through said latter chamber, and ignition means in said latterchamber, and anV auxiliary compression plunger mounted in said latterchamber and adapted to be projected into said latter chamber behind avane in the chamber to increase the compressionY uniformly to a maximumWithout relapse ofrcompression, the said vanes being slidably mounted onsaid rotor for radial motion, and resilient means urging said vanesradially outward into engagement with the stator.

4. In an internal combustion engine, the combination of a statorhaving acylindrical chamber, with a. rotor rotatably mounted in said chamber,and having a cylindrical wall spaced from the wall of said chamber, aplurality of vanes carried by said rotor and engaging the walls of saidstator and adapted to serve as pistons, said stator having inlet andexhaust conduits, a plurality of valves carried by said stator, saidvalves being slidably mounted in the outer wall of said Ystator andengaging the end walls of the stator and the cylindrical surface of therotor, one of said valves serving as an exhaust-intake valve and beinglocated between the exhaust and intake openings, the other of saidvalves being locatedV close to each other to form a compresduits forpassing a compressed charge from a point in front of the vane to a pointbehind the Vvane as the vane passes through said latter chamber, andignition means in said latter chamber, and an auxiliary compressionplunger mounted in said latter chamber and adapted to be projected intosaid latter chamber behind a vane in the chamber to increase thecompression uniformly to a maximum without relapse of compression, thesaid vanes being slidably mounted on said rotor for radial motion, andresilient means urging said vanes radially outward into engagement withthe stator, the said vanes being formed of two axially movable parts forengaging the end portions of the stator, and resilient means for urgingsaid parts into such engagement.

HERMAN F. DAVIDSON.

`vanes carried by said rotor and engaging the walls

